Railway-signal.



No. 758,855. PATENTED MAY 3, 1904. E. F. RYMAN & E. W. STEVENSON.

RAILWAY SIGNAL.

APPLICATION FILED 00119, 1903.

H0 MODEL.

UNITED STATES Patented May 3, 1904.

PATENT OFFICE.

EDWVARD F. RYMAN AND EDIVARD I'V. STEVENSON, OF \VILKESBARRE, PENNSYLVANIA; SAID STEVENSON ASSIGNOR TO SAID RYMAN.

RAILWAY-SIGNAL SPECIFICATION forming part of Letters Patent No. 758,855, dated May 3, 1904.

Application filed October 19, 1903. Serial No. 177,548. (No model.)

T0 at whom it may concern:

Be it known that we, EDWARD F. RYMAN and EDWARD IV. STEVENSON, both citizens of the United States, and residents of \Vilkesbarre, in the county of Luzerne and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Signals, of which the following is a specification.

Our invention relates to electric railway signaling devices.

It relates specifically to signalingdevices in which by means of apparatus situated in the engineers cab a record is made of the fact that he has passed a danger-signal and has either taken notice thereof or has disregarded the warning.

In the drawings annexed hereto and form ing a part of the present specification, Figure 1 shows diagrammatically how the device is attached to the locomotive and the general arrangement of parts; Fig. 2, a diagram of the essential electrical and mechanical appliances for operating the same; Fig. 3, an elevation of the buffer located adjacent to one rail or between the two when the signal is at danger, Fig. 4, an elevation of the buffer when the same is set at safety, and Fig. 5 a plan View of the bufier.

Referring to the drawings, A is the locomotive-body, B the pony-wheels of the locomotive, and C the bearing box of the ponywheels, to which the contact-shoe and some of its accessories are attached.

D is the shoe, pivoted at E, regulated as to height of travel by the adjusting device F and adapted to be operated by the bufl'er G. The

buffer G is so arranged in reference to the path of travel of the shoe D that when the vertically-moving portion H of the buffer G contacts with the shoe D the engineer is notified that the semaphore ahead is set at danger. The position of the movable portion H of the buffer G is controlled by the semaphore-rod I through the intermediation of the link J. Controlled by the motion of the shoe D is the contactrod K, which opens and closes the electric circuit L, located in the 10- comotive-cab. Operated by the movement of the rod K is a registering apparatus M, adapted to record the fact that the shoe D has passed over the buffer G and announced the fact by ringing the bell N, lighting an electric light, or giving the signal in any of the well-known ways.

O represents pawls acting on the ratchetwheel P to operate the register M, although any well-known ways of operating the register may be employed.

Cooperating with the shoe D and the parts previously mentioned is the lever system Q, which is under the control of the engineer. The shoe D carries a notched projection R, which engages with a notched portion of the lever system and under ordinary running conditions engages one of the upper notches of the projection R, as shown in Fig. 1. Actuated by and under the control of the lever system Q, is a register or indicator S, operated by the lever system Q through the intermediation of the pawls T.

The operation of our device is as follows: Vhen the track is clear, the shoe D passes freely over the buffer in the normal position. (Shown in Fig.4.) Should, however, the semaphore-signal be set to indicate danger, the rod I would be pushed inwardly and operating through the link J would elevate the upwardly-movable part to the position shown in Fig. 3. \Vhen under these conditions a locomotive came within the danger zone, the shoe D would impinge on the buffer H, would force up the rod K, close the electric circuit L, ring the bell N, light a lamp, blow a whistle, or give any of the well-known signals that are plain to those skilled in the art. As the rod K rises it would through the pawls O actuate the register M and make a record of the fact that a danger-signal had been passed. The electric circuit being closed would continue to notify the engineer of the fact until he by operating the lever system Q allowed the shoe to fall to its normal condition-1 0., to its position when the buffers were in the position shown in Fig. 4; but in doing this the pawls T, acting on the register S, would record the fact that he had released the danger-signal. The two registers, therefore, M and S, would form a record of two facts-via, that a danger-signal had been passed and that the engineer had observed the first and released the alarm.

In order that the effect of the blow of the shoe D striking the buffer G may be minimized, we have arranged a compensating device U, which may be springs, compressed air, or any other well-known means for lessening an abrupt blow.

Having thus fully described and illustrated our invention, what we claim is 1. In a railway signaling device, the combination of an upwardly-projecting, verticallyacting apparatus located in the line of motion of the locomotive, a locomotive-truck, an automatically-actuated contact-shoe supported by the locomotive, an electric-circuit closer operated by said shoe, an electric register of the action of the said shoe, and a manuallyoperated registering device controlling the 2. In a railway signaling device, the combi-- nation of a vertically-moving bufier located in the line of travel of the locomotive, a shoe attached to the locomotive and adapted to be actuated by said bufier, a registering electric signal operated. by said shoe, and amanuallycontrolled registering apparatus for supporting and releasing said shoe, and means for lessening the impact of said shoe against the bufler, substantially as set forth.

Signed at Wilkesbarre, in the county of Lu- Zerne and State of Pennsylvania, this 6th day of October, A. D. 1903.

EDWARD F. RYMAN. EDWARD W. STEVENSON. Witnesses:

JosEPH PHILLIPS, EDMUND E. JONES. 

